Coupler positioning device for sliding sill cushion underframe cars

ABSTRACT

A railroad car coupler positioning device of the general type disclosed in Chierici U.S. Pat. No. 3,642,149 that is arranged specifically for use in connection with sliding sill cushion underframe cars, in which the coupler is connected to either end of a command or swing lever by an essentially uncushioned cable connection, with the connecting cables being trained over sheaves at the respective ends of the swing lever for connection to a shock absorbing device carried by the sliding sill that is independent of the primary sliding sill cushioning device. The cables are tensioned against the action of the shock absorber to provide the desired flexion free linkage between the swing lever and the coupler for coupler positioning purposes, and while buff and draft movement of the sill relative to the underframe results in automatic slack take up and slack let out in the cables without effecting their tension, the shock absorbing device acts to cushion the cables against the action of buff and draft movement of the coupler relative to the sill.

United States Patent 11 1 Chierici et a1.

May 7, 1974 COUPLER POSITIONING DEVICE FOR SLIDING SILL CUSHION UNDERFRAME CARS [75] Inventors: Osvaldo F. Chierici, Elmhurst;

Frederick P. Winters, Lombard, both of 111.

[73] Assignees Holland Company, Lombardi, lll.

[22] Filed: Feb. 28, 1973 [21] Appl. No.: 336,638

[51] Int. Cl. 861g 7/12 [58] Field of Search 213/15, 20

[56] References Cited UNITED STATES PATENTS 710,929 10/1902 Wright 213/15 3,283,916 11/1966 Cope 213/15 3,365,078 1/1968 Hathorn 213/15 3,610,435 10/1971 Randolph... 213/15 3,642,149 2/1972 Chierici 213/15 Primary ExaminerDrayton E. Hoffman Attorney, Agent, or Firm-Mann, Brown, McWilliams & Bradway [5 7] ABSTRACT A railroad car coupler positioning device of the general type disclosed in Chierici US. Pat. No. 3,642,149 that is arranged specifically for use in connection with sliding sill cushion underframe cars, in which the coupler is connected to either end of a command or swing lever by an essentially uncushioned cable connection, with the connecting cables being trained over sheaves at the respective ends of the swing lever for connection to a shock absorbing device carried by the sliding sill that is independent of the primary sliding sill cush ioning device. The cables are tensioned against the action of the shock absorber to provide the desired flexion free linkage between the swing lever and the coupler for coupler positioning purposes, and while buff and draft movement of the sill relative to the underframe results in automatic slack take up and slack let out in the cables without effecting their tension, the shock absorbing device acts to cushion the cables againstthe action of buff and draft movement of the coupler relative to the sill.

8 Claims, 4 Drawing Figures PATENTEBIAY 1:914

SHEET 2 BF 2' lwml wmvi lllllllll lw ifqrL COUPLER POSITIONING DEVICE FOR SLIDING SILL CUSHION UNDERFRAME CARS This invention relates to a coupler positioning device, and more particularly to a coupler positioning device specifically adapted for use in connection with sliding sill cushion underframe cars for maintaining the car coupler tangent with the track when rounding curves.

l-leretofore, various arrangements have been proposed to either maintain the car coupler tangent with the track at all times known in the art as coupler positioning devices), or to keep the coupler centered with respect to the car center sill (known in the art as coupler centering devices). The present invention is concerned with a coupler positioning device that will maintain the car coupler tangent with the track'when moving along either straight or curved track in which the coupler movement required to achieve this end is effected by utilizing the pivoting movement of the car truck relative to the car underframe as the car rounds a curve, without exerting pressure on the truck bearings, and without exerting pressure on the truck bolster when the car is on straight trackor interferring with the ability of the truck to hunt as it moves down the track.

This invention is an improvement over that shown in Chierici, US. Pat. No. 3,642,149, wherein the railroad car is equipped with .a swing orcommand lever positioned between the coupler and the car truck adjacent same, with the swing lever being pivotally connected at its mid portion to the car'underfrarne and extending transversely of the car. Positioned to one side of the car is an actuating member in the form of a rod that at one end is pivotally connected to the portion of the swing lever on that side of the car, and at the other end is pivotally connected to the truck bolsterat a location on the same side of the car. Cable structures-extend between each endlof the swing lever and the coupler shank and in the arrangement of said patent, each cable structure includes a preloaded tension spring device, and a cable length of each cablestructure is trained over a sheave to position same for an efficientpulling angle on'the coupler; each cable structure includes a turnbuckle device for adjusting purposes to insurethat the coupler is set with the center line of track when the positioning device is applied to thecar. The arrangement is such that five degrees of pivotal action on the bolster from its normal transverse positioning relative to the car body in either direction will produce a swinging action of the coupler on the order of fifteen degrees from alignment with the center line of the car in either direction, depending on which direction the track isv curving. v

On straight track, the truck bolster is under no pressure from the coupler positioning device, the spring and particularly those of the long travel cushioning type (for instance, cushion travels of 20 or 30 inches in wherein the movement of the sliding sill relative to the car effects an automatic take up and let out in the cable structures that connect the swing lever to the coupler to accommodate movement of the coupler relative to the underframe, and the cable structures themselves make an essentially uncushioned connection to the swing lever, and are connected to a shock absorber that is independent of the basic sliding sill cushioning device, and that is brought into shock absorbing operation only when the coupler has draft movement relative to the sill.

1 A principal object of the present invention is to provide a coupler positioning device that effectively maintains the coupler aligned with the centerline of track when rounding curves, and yet exerts no pressure on the truck bolster when the car is onstraight track, and interfers in no way with the ability of the car truck to hunt; I

Another principal object of the invention is to provide a coupler positioning device of the swing lever ac- .tuated type, for sliding sill cushion underframe cars, in

which the movement of the sliding sill relative to the car underframe is utilized for slack take up and let out purposes relative to the connection between the car buff or draft), and isconcer'ned with anarrangement coupler and the coupler positioning swing or command lever. a

7 Another important object of the invention is to arrange the cable connections between the coupler and swing levers sothat substantially uniform tension remains the same in normal operation of the car, as well as on buff and draft travel of the sill relative to the car underframe, and sothat the cable connections between the coupler and the swing lever are essentially unyielding longitudinally thereof in nature, but with provision being made to accommodate relative movement between the coupler and the sliding sill under draft and buff forces applied to the coupler.

Other important objects of the invention are to provide a shock absorbing take up arrangement for the coupler positioning device cables that becomes effective, and is needed only, when there is buff and draft movement of the coupler relative to the sill, to provide a coupler positioning device that is applicable to any make of slid-ing sill car,.and to provide a coupler positioning device 'which is economical of manufacture,

convenient to instalhand long lived in operation.

In accordance with this invention, the coupler positioning device comprises a swing or command lever positioned between the coupler and the car truck adjacent same and pivoted to the car underframe beneath the sliding sill for swinging movement about a vertical axis that is aligned with the centerline of the car, an actuating arm on' one side of the car connected between the swing lever and the truck to swing the swing lever under the pivoting action of the truck as the car rounds the curve, and cable structures making an essentially uncushioned connection between the coupler and the respective ends of the swing lever, in which the cable structures extend over sheaves for connection to a shock absorbing device that is independent of the basic sliding sill cushioning device and that is carried by the sliding sill, which sheaves form a training arrangement that permit automatic slack take up and let out under buff and draft movement of the sill relative to the car underframe. The cable structures include turnbuckle devices for tensioning the cables against the shock absorber, with the shock absorber functioning to cushion shock in the cablesand provide automatic take up in In thedrawings: a

FIG. 1 is a'diagrammatic plan view'of one end of a cushion underframe car showing the invention applied thereto, with the car underframe and sliding sill being shown in outline only; T

FIG. 2 is a fragmental vertical sectional view illustrating the general arrangement of the shock absorbing device that is ope'rablyassociated with the invention;

FIG. 3 is a side elevational view of the car structure shown in FIG. 1, with the car body omitted; and

FIG. 4 is a diagrammatic fragmental plan view of the other portion of the underframe illustrating the general nature of the cushioning arrangement employed in connection with the underframesliding sill.

However, it is to be distinctly understood that the specific drawing illustrations provided are supplied priillustrated at 45, the device indicated at 45 being intended to represent any conventional draft gear arrangement and suitable manner of operably securing the same to the sliding sill in accordance with any known arrangement familiar to this art.

Interposed between the sliding sill 22' and the car u nderframe is a suitable form of cushioning arrangement, such as that indicated at 46 in FIG. 4 wherein the cushioning unit 47 (shown in diagram form only) is interposed between-pairs of lugs 49 carried by the sliding sill 22, and a pair of stops 51 fixed to the underframe 15. Cushioning unit 47 may be of any suitable type, and for purposes of this disclosure is assumed to be of the J hydraulic type having a steel spring or other automatic marily to comply with the requirements of the Patent Code, and that the invention may have other embodiments that will be-obvious to those skilled in the art, and which are intended to be covered by the appended claims.

GENERAL DESCRIPTION 1 14 in FIG. 1 and its underframe being shown at 15 in F K]. 3. As previously indicated, the coupler positioning device 12 is specifically arranged for use in connection with sliding sill type cushioned underframe cars, and thus the underframe 15 of car 10 includes, as is well known in the art, a center sill structure 16 made up of two spaced apart fixed sills l8 and 20 which receive between them the familiar sliding sill or draft and buffing column that is generally indicated by reference numeral 22. Sill 22 conventionally includes a pair of longitudinally extending sill. members 23 and 25 suitably joined together in spaced apart relation to form the familiar draft and buffing column that extends the length of car 10.

'Operably connected to the car underframe 15 is a conventional railroad car truck 24 which includes the familiar bolster 26 that is coupled to the underframe center plate structure 28 by thecustomary kingpin as sembly (not shown). The truck bolster 26 has its ends received in the window openings (not shown) of the truck side frames 32 where they are seated on the usual suitable spring groupings not shown) for resilient support of the bolster. The side frames are suitably journaled on axles 34 of conventional railroad car wheels The sliding sill 22 is equipped with a conventional long shank coupler 40 having its shank 42 swivelly mounted on the end of the sliding sill 22 by suitable pin 44. As is customary, the pin 44 may be assumed to couple the coupler shank to the sliding sill through a suitable type of draft gear device that is diagrammatically swing lever 50 that is positioned between the coupler 40 and the truck 24 adjacent same, and is pivotally connected at its mid portion 52 to the underframe 15 by suitable. pin 54, similar to the arrangement shown in Chierici US. Pat. No. 3,642,149. a

The swing lever 50 extends generally transversely of the car, and defines arm portions 56 and 58 that project toward the sides of the car. Connected between the swing arm portion 58 and the truck bolster, on the sideof the car that swing lever portion 58 is on, is actuating member 60, which has one of its ends 62 pivoted to the swing lever as at 64 and the other of its ends 66 pivoted to the bolster as at 68.

Extending between the tips 70 and 72 of the respective-swing lever portions 56 and 58 and the coupler shank 42 are a pair of cable structures 74'and 7'6,each of which includes a turnbuckle device'84 and a length of cable trained over sheave 82 for application to the swing lever 50. I

The turnbuckle devices 84 are suitably secured to a suitable bracket structure 86 suitably affixed to the coupler shank 42 as by welding;

In accordance with this invention, the sheaves 82 of said Chierici patent are supplemented by the respective sheaves 90 journaled at the respective ends 70 and 72 of the swing lever 50, and a pair of sheaves 94 journaled on the underframe below the sliding sill 22 in front of a shock absorbing arrangement generally indicated at 98 that is carried by the sliding sill 22'. The shock absorbing arrangement 98 in the form shown comprises a pair ofidentical shock absorbing devices 100 suitably secured to the sliding sill 22 on its underside (see FIG. 3).

The cable lengths 85 are each trained over a sheave 82, a sheave 90 and a sheave 94, and have their respective ends 104 suitably connected to the respective shock absorbing devices 100. The other ends 105 are secured to the respective turnbuckle devices 84.

slack is removed from the cable lengths 85 and the cou- 5. pler 40 will swing with swinging movement of the swing lever 50 without lost motion. A

As long as the car movesdown the straight track, the truck does not pivot with respect to the car underframe 14, and the actuating rod member 60 is substantially-free of compression or tension forces, leaving the car' truck free to hunt. in this connection it is to be noted that the bolster of the railraod car truck does have a certain amount of slack movement relative to the remainder of the truck parts, which accommodates any movement restriction action that the applicants actuating rod 60 might have on it when the car rides on straight track, thereby avoiding. restricting the desirable hunting of the truck.

When the car 10 goes into a curve, the normal pivoting action of the truck with respect to the car body and underframe will exert a pushing or pulling action on the swing lever 50 (depending on the direction of curve), through the actuating-rod 60, which will automatically move the coupler 40 relative to the car so as to keep its head 41 aligned with the centerline of track.

For instance, assuming that the end of the car shown in FIG. 1 is moving to the right into a track section that is curving downwardly of the drawing, the car truck 24 in pivoting to the indicated angle position relative to the car body and underframe will swing. the coupler 40 to the dashed line position of FIG. 1. This is because the swing leveris pulled to the dashed line angled position of FIG. 1 by actuating rod which effects a pulling action on the cable structure 76 and a take up action on the cable structure 74 which shifts the coupler clockwise about its pin 44 to the extent required by the degree of curvature of the track section being negotiated.

A similar coupler positioning action is provided when the car rounds a track curving in the other direction, and when the car is moving to the left into trackage curving in either direction. The other end of the car is similarly equipped with a device 12, following the basic teachings of said Chierici U.S.'P at. No. 3,642,149 (the disclosure of which is incorporated herein by this reference), whereby theopposite coupler is automatically maintained in proper centered relation with respect to the centerline of track. 1

SPECIFIC DESCRIPTION As indicated in FIG. 3, the swing lever 50, the actuating rod member 60, and the cable structures 74 and 76.

are disposed at the level of the upper portion of the truck bolster 26. Swing lever 50 is thus disposed below the car underframe center sills l8 and 20, and for purposes of illustration, is shown pivoted to suitable bracket structure that is fixed to extend between the fixed center sills l8 and 20.

The sheaves 90 may be of any suitable type and for purposes of illustration are shown suitably keyed to the respective stub shafts 112 that are suitably journaled in the respective ends 70 and 72 of the swing lever 5.0.

The actuating member 60 may be in the form of rod 114 equipped with eye portions 114 and 116 at either end'thereof, with the eye portion ll4-pivoted to the arm portion 58 of swing lever 50 by pin 64, while the eye portion 116 is pivoted by pin 68 to a suitable lug 118 suitably affixed to the side of the bolster 26.

The respective turnbuckle devices 84 may be the same as described in said Chierici patent, each comprising the familiar turnbuckle frame element 124 having at each of 'its ends 126 'and 128 the respective threaded elements 130 and 132that are respectively equipped with the respective clevis structures 134 and 136. The cable lengths 85 are respectively secured to the respective clevis structures 134, as by employing suitable pins 135, while the clevis structures 136 are suitably secured to the bracket structure 86 that is affixed to the coupler shank 42 in any suitable manner. For this purpose, the bracket structure 86 defines-angled ears 140 and 142 to which the clevises 136 of the respective turnbuckle devices are secured by suitable pins 144.

The pulleys 82 are journaled for rotation about vertically disposed axes, and may be applied to the car underframe 15 in the positions indicated in any suitable manner. For purposes of disclosure, the pulleys 82 are each shown journaled by a shaft 152 in a suitable bracket structure affixed to the car-underframe in any suitable manner, and in the locations indicated relative to the coupler shank 42, swing lever 50 and its sheaves or pulleys 90,'and the sheaves or pulleys 94.

The sheaves or pulleys 94 are journaled on suitable pins or shafts suitably mounted in a bracket structure 162 affixed between the fixed'sills 18 and 20.

The shock absorbing device 100 may be of any suitable type, that shown comprising a suitable casing housing a compression spring 172 that seats between a casing end wall 174, suitably fixed to casing 170 as by welding at 176, and a spring seat 178 carried by spindle 180 having its end 182 of eye configuration for convenient attachment of the cable end 104 thereto in any suitable manner. The other end 184 of the spindle 180 is threaded for application thereto of suitable nut 186 against which spring seat 178 seats whereby the nut 186 may be adjusted relative to spindle 180 to adjust the resilient action provided by the unit 100.

The units 100 are identical, and in being applied to the car 10, the casings 170 are suitably affixed to suitable cross bar 188 that is in turn suitably affixed between the sill members 23 and 25 of the sliding sill 22.

' and 3, the frames 124 of the turnbuckle devices are turned to suitably tension the cable lengths 85 against the resilient action of shock absorber units 100. The tension involved should be to the extent that all slack in the cable lengths 85 is removed, and that swinging action of swing lever 50 will provide the desired swinging action of the coupler 40 without lost motion therebetween. As the cable lengths 85 contain no spring devicesin the nature of the tension spring devices disclosed in said Chierici patent between the coupler and the swing lever, the connection between the coupler and the swing lever ends 70 and 72 is essentially uncushioned with the swing lever pulleys 90 automatically taking up and letting out slack in the cable lengths 85 as the swing lever 50 is swung about its pin 54.

The positioning devices 12 at each end of the car permit unimpeded normal cushioning action of the sliding sill 22 in association with its cushioning device 47, with slack take up. and let out in cable lengths .85 being automatically effected by the movement of the sliding sill stroke in the embodiment illustrated, the buff movement of the sliding sill relative-to the underframe 50 will be completed when the bracket structure 86 is approximately aligned with the pulleys 82. After the buff impact has been dissipated, the sliding sill 22 is returned to its normal riding position shown in FIG. 1 by the sill return springs employed, the turnbuckle devices 124 pulling on the cable lengths 85 to take up the slack in the cable lengths that is caused by the resulting movement of the shock absorber device 98 with the sliding sill relative to the underframe l5.

' Assuming a buff impact from the other end of the car, the slack take up functioning of the coupler positioning device shown in FIG. 1 is similar but reversed, with the shock absorbing device 98 moving to the right with the slidingsill and the turnbuckle devices pulling on the cable lengths to take out slack forming therein as said buff impact is dissipated, and as the sliding sill returns to its neutral position of FIG. 1, the cable lengths at their ends 104 are pulled to the left to take out slackforming in the cable'lengths by the return of the coupler-to the left and back to the full line position ofFlG.l.'

In accordance with this invention, the parts and components of the positioner 12 are arranged so that the tension in the cable lengths 85 remains substantially uniform, except, when the coupler moves in buff and draft relative to the sliding sill 22. Thus, the tension that is set in the cable lengths 85 remains substantially the same during the buff and draft travel of the sliding sill 22 relative to the cushion underframe.

However, where the nature of the impact creates a buff travel of the coupler relative to the sliding sill which will ordinarily be draft gear travel on the order of 2-% inches), the springs 172 of the respective shock absorber devices 100 effect the slack take up action that is necessary in the cable lengths, and where there is movement in draft of the coupler 40 relative to the sliding sill 22 (which ordinarily will be draft gear travel on the order of 1% inches), the compression springs 172 of the shock absorbing devices 100 yield to relieve swinging movement of coupler 40 relative to sliding sill 22 about pin 44.v

. While shock absorbing arrangement has been shown the truck and application of undesirable forces to the truck bearings. The device also automatically accommodates both normal buff and draft action of the coupler relative to the sliding sill, and normal buff and draft cushioning action of the sliding sill relative to the underframe, in addition to accommodating lateral swinging movement ortravel of the coupler relative-to sliding sill.

The foregoing description and the drawings are given merely to explain and illustrate the invention and the invention is not to be limited thereto, except insofar as the appended claims are so limited, since those skilled in the art who have the disclosure before them will be able to make modifications and variations therein without departing from the scope of the invention.

We claim: v

1. In a sliding sill type cushion underframe car riding on trucks at either end of same and having a coupler connected at each end of the sliding sill for limited buff and draft cushioning movement relative to the sliding sill, cushioning means operatively interposed between the sliding sill and the underframe for cushioning longitudinal impacts applied to the sill through the couplers over buff and draft cushioning strokes of a predetermined length, and a coupler positioning device at each end of the car and including a swing lever extending generally transversely of the car and connected to the underframe between the truck and the coupler at the respective ends of the car for swinging movement about a vertical axis adjacent the centerline of the car, an actuating member. connected between the swing lever and the truck adjacent same for utilizing the pivotal movement of the car trucks on rounding a track curve to swing the swing lever, and cable means extending between the coupler and the outwardly prothe stress applied to the cable lengths 85. At the end of jecting ends of the swing lever for connectin the coubuff travel movement of the coupler relative to the sliding sill, the normal centering action of the draft gear 45 returns to normal neutral position the coupler 40 relative to the center silland this relative movement between the coupler and the center sill effects the slack take up and let out action that is required in the cable lengths to return them to their set tension, and when draft movements of the coupler relative to the sliding sill are completed, again the normal centering action of the draft gear returns the coupler to its neutral position whereby the action of compression spring 172 of the shock absorbing device effects the slack let out that is required to return the cable lengths 85 to their mormal tension stress.

In addition to the above, the shock absorbing devices have sufficient take up and let out to resiliently accommodate and compensate for any and all lateral pler to the swing lever for swinging movement therewith, the improvement wherein said coupler positioning device further comprises:

shock absorbingmeans independent of said cushioning means carried by the sliding sill, means for training said cable means on either side of the car for operatively connecting same to said shock absorbing means for absorbing shock ap-- a second pair of sheaves respectively journaled on the respective ends of said swing lever,

said training means being oriented relative to the sill and the underframe to maintain the tension in said cable means, as the coupler and sliding sill move longitudinally of the underframe under buff and draft impacts applied to the sill, for said cushioning strokes. 1

2. The improvement set forth in claim 1 wherein:

said shock absorbing means acts longitudinally of said sliding sill,

and wherein said training means further comprises:

a third pair of sheaves journaled on the underframe intermediate said second pair of sheaves and having the sheaves thereof disposed on either side of the car,

said sheaves of said third pair of sheaves being located transversely of the car for training of the cable means on either side of the car thereover for disposing the lengths of the cable means that connect to said shock absorbing means in alignment therewith.

3. The improvement set forth in claim 2 wherein:

said shock absorbing means comprise a pair of shock absorbing units secured to said sill in side by side relation,

with said cable means on either side of the car being respectively connected to the shock absorbing unit on that side of the car.

4. The improvement set forth in claim 1 wherein:

said shock absorbing means is located between the swing lever and truck at either end of the car.

5. The improvement set forth'inlclaim2 wherein:

said third pair of sheaves are positioned between said first and second pair of sheaves, longitudinally of the car.

6. The improvement set forth in claim 1 wherein:

said cable means between said shock absorbing means and the coupler is free of resiliently extendable tensioning means.

7. The improvement set forth in claim 1 wherein:

said training means is oriented relative to the sill such that the tension in ,said cable means remains substantially uniform as the coupler and sliding sill move longitudinally of the underframe under buff and draft impacts applied to the sill for said cushioning stroke.

8. In a railroad car including an underframe supported on railroad car trucks adjacent either end of same and carrying a sliding sill extending longitudinally thereof provided with a coupler at each end thereof, with the trucks and couplers at each end of the car mounted to swing substantially horizontally about substantially vertical axes spaced longitudinally of the car, and with each truck including a bolster, and the couplers mounted for limited cushioning movement longitudinally of the sliding sill under draft and buff impacts, and cushioning means operatively interposed between the sliding sill and the underframe for cushioning longitudinally impacts applied to the sliding sill through the couplers over buff and draft cushioning strokes of a predetermined length, a coupler positioning device therefor for each coupler, said device comprising:

a swing lever extending generally transversely of the car and connected to the underframe at the midportion of said lever for swinging movement about a vertical axis, said swing lever being positioned between the coupler and the truck adjacent same and positioned to shock absorbing means carried by said sill between said swing lever axis and the truck axis,

cable means on either side of the car and extending between the respective ends of said swing lever and the coupler,

a first pair of sheaves each journaled on the underframe adjacent the car end and disposed on either side of the couplerand spaced therefrom,

a second pair of sheaves respectively journaled on the respective ends of said swing lever,

said cable means on either side of the coupler extending from the coupler and being respectively trained over the underframe journaled sheave and the swing lever journaled sheave of the respective first and second pair of sheaves on either side of the car,

said cable means being operatively connected to the coupler and to said shock absorbing means for absorbing shock applied to said cable means when the coupler has buff and draft movement relative to the sliding sill, and lateral swinging movement relative to the sliding sill,

and means for tensioning said cable means against the action of said shock absorbing means,

said actuating member being proportioned lengthwise thereof such that when the car is on straight track, said swing lever is disposed substantially transversely of the car and said actuating member is substantially free of forces acting longitudinally thereof,

said sheaves having a spacing transversely and longitudinally of the car to maintain the tension in said cable means as the coupler and sliding sill move longitudinally of the car under buff and draft impacts for said cushioning stroke lengths, and the coupler swings laterally of the sliding sill,

said cable means between said shock absorbing means and the coupler being free of resiliently extendable tensioning means,

whereby, pivotal movement of the car truck on rounding a track curve will swing said swing lever to maintain said coupler tangent with the track through the connections provided by said actuating member and said cable means. 

1. In a sliding sill type cushion underframe car riding on trucks at either end of same and having a coupler connected at each end of the sliding sill for limited buff and draft cushioning movement relative to the sliding sill, cushioning means operatively interposed between the sliding sill and the underframe for cushioning longitudinal impacts applied to the sill through the couplers over buff and draft cushioning strokes of a predetermined length, and a coupler positioning device at each end of the car and including a swing lever extending generally transversely of the car and connected to the underframe between the truck and the coupler at the respective ends of the car for swinging movement about a vertical axis adjacent the centerline of the car, an actuating member connected between the swing lever and the truck adjacent same for utilizing the pivotal movement of the car trucks on rounding a track curve to swing the swing lever, and cable means extending between the coupler and The outwardly projecting ends of the swing lever for connecting the coupler to the swing lever for swinging movement therewith, the improvement wherein said coupler positioning device further comprises: shock absorbing means independent of said cushioning means carried by the sliding sill, means for training said cable means on either side of the car for operatively connecting same to said shock absorbing means for absorbing shock applied to said cable means when the coupler has buff and draft movement relative to the sliding sill, and means for tensioning said cable means against the action of said shock absorbing means, said training means comprising: a first pair of sheaves each journaled on the underframe adjacent the car end and disposed on either side of the car coupler but spaced inwardly of the car therefrom, and a second pair of sheaves respectively journaled on the respective ends of said swing lever, said training means being oriented relative to the sill and the underframe to maintain the tension in said cable means, as the coupler and sliding sill move longitudinally of the underframe under buff and draft impacts applied to the sill, for said cushioning strokes.
 2. The improvement set forth in claim 1 wherein: said shock absorbing means acts longitudinally of said sliding sill, and wherein said training means further comprises: a third pair of sheaves journaled on the underframe intermediate said second pair of sheaves and having the sheaves thereof disposed on either side of the car, said sheaves of said third pair of sheaves being located transversely of the car for training of the cable means on either side of the car thereover for disposing the lengths of the cable means that connect to said shock absorbing means in alignment therewith.
 3. The improvement set forth in claim 2 wherein: said shock absorbing means comprise a pair of shock absorbing units secured to said sill in side by side relation, with said cable means on either side of the car being respectively connected to the shock absorbing unit on that side of the car.
 4. The improvement set forth in claim 1 wherein: said shock absorbing means is located between the swing lever and truck at either end of the car.
 5. The improvement set forth in claim 2 wherein: said third pair of sheaves are positioned between said first and second pair of sheaves, longitudinally of the car.
 6. The improvement set forth in claim 1 wherein: said cable means between said shock absorbing means and the coupler is free of resiliently extendable tensioning means.
 7. The improvement set forth in claim 1 wherein: said training means is oriented relative to the sill such that the tension in said cable means remains substantially uniform as the coupler and sliding sill move longitudinally of the underframe under buff and draft impacts applied to the sill for said cushioning stroke.
 8. In a railroad car including an underframe supported on railroad car trucks adjacent either end of same and carrying a sliding sill extending longitudinally thereof provided with a coupler at each end thereof, with the trucks and couplers at each end of the car mounted to swing substantially horizontally about substantially vertical axes spaced longitudinally of the car, and with each truck including a bolster, and the couplers mounted for limited cushioning movement longitudinally of the sliding sill under draft and buff impacts, and cushioning means operatively interposed between the sliding sill and the underframe for cushioning longitudinally impacts applied to the sliding sill through the couplers over buff and draft cushioning strokes of a predetermined length, a coupler positioning device therefor for each coupler, said device comprising: a swing lever extending generally transversely of the car and connected to the underframe at the midportion of said lever for swinging movement about a vertical axis, said swing lever being posItioned between the coupler and the truck adjacent same and positioned to have its said swinging movement axis substantially aligned with the center line of the car and disposed between the truck and coupler axes, an actuating rod member disposed at one side of the car and pivotally connected to said swing lever and the truck bolster, respectively, at said side of the car at points spaced from the center line of the car, shock absorbing means carried by said sill between said swing lever axis and the truck axis, cable means on either side of the car and extending between the respective ends of said swing lever and the coupler, a first pair of sheaves each journaled on the underframe adjacent the car end and disposed on either side of the coupler and spaced therefrom, a second pair of sheaves respectively journaled on the respective ends of said swing lever, said cable means on either side of the coupler extending from the coupler and being respectively trained over the underframe journaled sheave and the swing lever journaled sheave of the respective first and second pair of sheaves on either side of the car, said cable means being operatively connected to the coupler and to said shock absorbing means for absorbing shock applied to said cable means when the coupler has buff and draft movement relative to the sliding sill, and lateral swinging movement relative to the sliding sill, and means for tensioning said cable means against the action of said shock absorbing means, said actuating member being proportioned lengthwise thereof such that when the car is on straight track, said swing lever is disposed substantially transversely of the car and said actuating member is substantially free of forces acting longitudinally thereof, said sheaves having a spacing transversely and longitudinally of the car to maintain the tension in said cable means as the coupler and sliding sill move longitudinally of the car under buff and draft impacts for said cushioning stroke lengths, and the coupler swings laterally of the sliding sill, said cable means between said shock absorbing means and the coupler being free of resiliently extendable tensioning means, whereby, pivotal movement of the car truck on rounding a track curve will swing said swing lever to maintain said coupler tangent with the track through the connections provided by said actuating member and said cable means. 